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8 CHAPTER TWO AIRFIELD DRIVER TRAINING PROGRAMS Although among each and every airport there are certain sim- movement area training programs for all the airports are com- ilarities, such as runways and taxiways, aprons and ramps, prised of airport rules and regulations; speed limits; and rec- terminals, and cargo areas, there are no two airports that are ognizing aircraft dangers, such as jet blast and right-of-way. alike. Each airport has its own unique mix of aircraft, weather Movement area training included the meaning of markings, patterns and wind conditions, terminal layout, and opera- lighting, and airport signage, communications procedures, and tional movements. Some airports may have preferential run- so forth. ways used during certain times of the day or during certain seasons of the year. However, it is the similarities that become Although at most airports, much of the training was the paramount in promoting safety on ramps and on runways and responsibility of the airport operator, there were some that taxiways. Many airports have developed rules and regula- allow the FBOs or air carriers to train their own personnel. tions regarding speed limits, the number of baggage carts that However, FBOs and tenants were more likely to conduct train- can be towed at any one time, the mechanical condition of ing for driving on the non-movement areas than for driving vehicles that operate on the airfield side of the airport, right-of- on the movement areas. way requirements, and so forth. The biggest differences between airport operators appeared As results from the survey show, many airports have to be the method of instruction given to the driver trainees. adopted airfield driver requirements and airfield driver train- For non-movement area driver training, only 1 of 8 large hub ing programs that are similar regardless of the size of the primary airports used classroom training (12%), whereas 6 of airport, although the driver training programs may differ in 13 medium hub primary airports did so (46%). For move- that each program addresses unique situations on a particu- ment area training, 6 of 8 large hub primary airports used lar airport, such as who may cross runways and taxiways and classroom training (75%), and 7 of 13 did so for medium hub when a vehicle operator must contact air traffic control when primary airports (54%). traversing roadways in the movement area. All in all, there were more similarities in airfield driver Although most surveyed airports require drivers restricted requirements and airfield driver training than there were major to the non-movement areas to pass a driver training pro- differences. Organizations such as AAAE, ACINA, and the gram, many had non-movement area training programs that FAA have distributed material to assist airport operators in differed from movement area training programs. The non- developing driver training programs.